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is required to achieve efficient freight flow in the region. The data used in the model analysis and vehicle characteristics are presented in Table 5 and 6.
TABLE 5. Data used for modelling CPO transportation
No Data
Format Year
1. Administrative map
Geo-database 2006
2. Road network
Geo-database 2006
3. River network
Geo-database 2006
4. Port map
Geo-database 2006
5. Land use map
Geo-database 2006
6. Regional spatial plan RTRW Province
Geo-database 2006
7. Palm plantation map
Geo-database 2006
8. Regional economic growth
Pdf file 2005-2009
9. Documentation of CPO processing and economics activities
Pdf file 2006
10 Documentation of port facilities and performance
Pdf file 2005–2008
TABLE 6. Vehicle characteristics of CPO transportation in Central Kalimantan Province
Source: Preliminary survey to CPO firms, 2009
5.2. MODELLING LOCATION CHOICE AND SPATIAL PATTERN OF CPO PRODUCTION
There are 2 steps considered in modelling location choice of CPO factory: identification of optimum location of CPO factory; and identification of the shortest route of CPO transportation from factory to the
networks. Identification of the most likely location of CPO factories in this study is started from calculation of production capacity of palm plantation for every year. Production capacity of plantation
was classified in three classes according to area service. Assumption used in this study is that every plantation should have minimum area 5400 ha to have a factory. Proximity analysis using nearest distance
to closest factory is used to identify the un-served plantations.
Identification of the shortest route of CPO transport from factory to the road and river network that consist of: a identification of intermediate points on the closest road and river networks from the
factories; and b identification of accessibility level of factories to the networks. Intermediate points are points in the road or river to transport CPO from factories to the final ports. Intermediate points are
calculated from the shortest distance of factories to the road and river networks. The function of intermediate points in this process is to know the level of accessibility of factories to networks and to
identify the starting points of transport route to the ports.
Accessibility levels show the ease to transport CPO from factories to the closest intermediate points in the road and river networks. To identify the level of accessibility, the assumption is based on average velocity
of road transport mode 40 kmhour. The accessibility is classified as good if the distance is less than 10 km 15 minutes trip, 10–20 km for moderate and more than 20 – 30 km for bad accessibility. The results
of this process are the map accessibility of factories to the road and river networks.
Max Des. Speed
Capacity kph
Range Average
Rp US
Medium Truck 7.5 T
60 35 - 50
40 Rp 3200 Ton Km
US 0.34 Ton Km Tanky Truck
6.8 T 60
35 - 50 40
Rp 6460 Ton Km US 0.68 Ton Km
Tanky Barge 400 - 800 DWT
30-60 40
Rp 6000 Ton US 0.63 Ton
1000 - 2000 T Transport Mode
Operational speed kph
Travel Cost
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5.3. MODELLING REGIONAL FREIGHT TRANSPORTATION OF CPO COMMODITY
